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Objective: The effect of ESC (Electronic Stability Control) was investigated for the rate of crash exposure, serious injury and fatality in pole and tree impacts. Field data was analyzed by crash type (front, side, rear and rollover) and model year (MY) before, during and after the implementation of ESC. Methods: The number of pole and tree impacts was determined for four groups of vehicle model years (MY): 1981–1989 MY and 1990–2002 MY before the introduction of ESC, 2003–2009 during the phase-in of ESC and 2010–2020 MY after essentially all vehicles were equipped with ESC. Collisions were grouped by front, side, rear and rollover. Three databases were analyzed: 1990–2020 FARS, 1990–2015 NASS-CDS and 2017–2020 CISS. Vehicle registration was obtained from IHS Markit to determine the rate of pole and tree impacts per 100,000 registered vehicles. The same vehicle selection criteria was used for vehicle registration and crash data. Results: Fatalities dropped 65.2 % (95 % CI, 63.0–67.4 %), z = 43.7, p

At the remote International Chemistry Olympiad 2022 hosted by China, two outstanding students from Switzerland won one bronze medal and one honorable mention. A joint remote participation to the event of the delegations from Germany, Austria, and Switzerland could be realized in Basel with the support of the University of Basel. The International Chemistry Olympiad 2023 will be hosted at ETH Zurich. This itinerary will mark the first time this annual event comes to Switzerland.

Abstract Identifying the prevalence of degenerative spinal pathologies and relevant demographic risk factors is important for understanding spine injury risk, prevention, treatment, and outcome, and for distinguishing acute injuries from degenerative pathologies. Prevalence data in the literature are often based on small-scale studies focused on a single type of pathology. This study evaluates the prevalence of diagnosis of selected degenerative spinal pathology diagnoses using Medicare insurance claim data in the context of published smaller-scale studies. In addition, the data are used to evaluate whether the prevalence is affected by age, sex, diagnosed obesity, and the use of medical imaging. The Medicare Claims 5% Limited Data Set was queried to identify diagnoses of degenerative spinal pathologies. Unique patient diagnoses per year were further evaluated as a function of age, gender, and obesity diagnosis. Participants were also stratified by coding for radiological imaging accompanying each diagnosis. The overall prevalence of diagnosed spinal degenerative disease was 27.3% and increased with age. The prevalence of diagnosed disc disease was 2.7 times greater in those with radiology. The results demonstrate that degenerative findings in the spine are common, and, since asymptomatic individuals may not receive a diagnosis of degenerative conditions, this analysis likely underestimates the general prevalence of these conditions.

Author(s): Lee Gazourian [sup.1], Chantal S. Durgana [sup.2], Devon Huntley [sup.3], Giulia S. Rizzo [sup.4], William B. Thedinger [sup.3], Shawn M. Regis [sup.5], Lori Lyn Price [sup.6] [sup.7], Elizabeth J. [...], Background Studies have demonstrated an inverse relationship between body mass index (BMI) and the risk of developing lung cancer. We conducted a retrospective cohort study evaluating baseline quantitative computed tomography (CT) measurements of body composition, specifically muscle and fat area in a large CT lung screening cohort (CTLS). We hypothesized that quantitative measurements of baseline body composition may aid in risk stratification for lung cancer. Methods Patients who underwent baseline CTLS between January 1st, 2012 and September 30th, 2014 and who had an in-network primary care physician were included. All patients met NCCN Guidelines eligibility criteria for CTLS. Quantitative measurements of pectoralis muscle area (PMA) and subcutaneous fat area (SFA) were performed on a single axial slice of the CT above the aortic arch with the Chest Imaging Platform Workstation software. Cox multivariable proportional hazards model for cancer was adjusted for variables with a univariate p < 0.2. Data were dichotomized by sex and then combined to account for baseline differences between sexes. Results One thousand six hundred and ninety six patients were included in this study. A total of 79 (4.7%) patients developed lung cancer. There was an association between the 25th percentile of PMA and the development of lung cancer [HR 1.71 (1.07, 2.75), p < 0.025] after adjusting for age, BMI, qualitative emphysema, qualitative coronary artery calcification, and baseline Lung-RADS® score. Conclusions Quantitative assessment of PMA on baseline CTLS was associated with the development of lung cancer. Quantitative PMA has the potential to be incorporated as a variable in future lung cancer risk models.

The goals of this study were to explore the deficits in working memory associated with literacy disorders (i.e. developmental disorders of reading and/or spelling) and the developmental trajectories of these working memory deficits. The performance of 28 children with literacy disorders was compared to a non-disabled control group with the same group size at five bi-annual times of measurement in a three-year-longitudinal study beginning at the end of primary school (9.5 years of age). Storage capacity and central-executive working memory were assessed in phonological and visual-spatial modalities, the latter under static and dynamic conditions. Overall, children with literacy disorders were outperformed by their typical developing peers in all phonological and in dynamic visual-spatial storage and central-executive tasks except for the static visual-spatial storage task. Results at single times of measurement revealed that the most consistent deficit was found in the storage capacity of the phonological loop. An additional central-executive impairment is supported by low backward spans. The causes for output deficits in dynamic visual-spatial tasks and good performance under static visual-spatial condition are discussed.

L Ben Amor,1,2 S Chantal,3 A Bairam41Department of Psychiatry, Hotel Dieu de Levis, 2Department of Psychiatry, Laval University, 3Enfant Jesus Hospital, 4Department of Paediatrics, Laval University, Quebec, CanadaAbstract: Attention-deficit hyperactivity disorder (ADHD) is a common neurodevelopmental disorder in school-aged children, and prematurity is a recognized risk factor. Late-preterm birth, which represents 75% of premature births, is associated with ADHD symptoms, impaired cognitive performance, and behavior problems. However, little is known of the characteristics of ADHD associated with late prematurity. The purpose of this study was to compare the clinical, neuropsychological, and neurobiochemical characteristics associated with late-preterm ADHD with those of at-term ADHD.Methods: Eighty-six children with ADHD, aged 5–13 years, were recruited. They included 20 late-preterm children with ADHD and 66 at-term children with ADHD. The Diagnostic Interview Schedule for Children-IV and the Continuous Performance Test (CPT) were used to evaluate their clinical and neuropsychological characteristics. Proton magnetic resonance spectroscopy was used to measure the ratio of metabolites (glutamate, choline, and N-acetyl-aspartate) to creatine in both the prefrontal and striatal regions as well as the left cerebellum.Results: The groups did not differ in regards to clinical outcomes. However, the ADHD late-preterm group had worse omissions and commissions T-scores on CPT (P ≤ 0.05) than the ADHD at-term group. The ADHD late-preterm group also had lower ratios of glutamate in the left prefrontal cortex than the ADHD at-term group (P ≤ 0.05).Conclusion: Among children with ADHD, those born at late preterm have lower attention scores as evaluated by CPT and are associated with lower relative concentrations of glutamate in the prefrontal region than those born at term. Etiological factors could play a role in the expression of ADHD.Keywords: attention-deficit hyperactivity disorder, preterm, neuropsychological, risk factors, magnetic resonance spectroscopy, glutamate, prefrontal cortex

This study assesses the effects of seat deflection in severe oblique rear impacts with laterally out-of-position ATDs where the head is not supported by the head restraint. Six high-speed rear sled tests were conducted at 48 km/h with a 195 degree PDOF. A lap-shoulder belted 50th percentile Hybrid III ATD was leaned inboard and seated in six different front passenger seats (A-F); five of the seats were selected from mid-sized sedans and one was a non-production rigidified Seat Integrated Restraint (SIR) seat. FRED-III pull tests resulted in seat stiffnesses that varied from 73 to 172 N/mm. Seat F had the greatest stiffness. The seat and ATD responses were assessed. The biomechanical responses were evaluated and compared to relevant IARVs. In all tests the ATD moved rearward and twisted the seat. There was limited differential motion of the torso relative to the seatback. The ATD position and PDOF prevented head restraint engagement allowing head and neck extension over the seatback. The seatback angle was measured on the inboard side. At maximum yield, it was greatest with Seat E, followed by Seat A and Seat D, at 71, 67 and 62 degrees, respectively. The duration of rearward deformation was also greatest with Seat A, Seat D and Seat E providing longer ride-down. The head, chest and upper neck responses were below IARVs. Lower-neck extension moments were above injury threshold with Seat B, C and F. Seat F had the highest lower-neck moment. Seats with greater deformation provided the greatest ride-down durations and the lowest overall biomechanical responses. The combination of high impact severity and lack of head support resulted in high lower-neck responses, highlighting the potential benefit of energy management from deforming seat structures. [ABSTRACT FROM AUTHOR]

Serious-to-fatal injury was analyzed for second-row children aged 0–14 years and adults aged 15 and older in rear impacts by body region, restraint use, and injury mechanism using field data collected by NHTSA. 1994–2015 NASS-CDS and 2017–2020 CISS data were used to investigate the rate for Maximum Abbreviated Injury Scale (MAIS) 3 + F injury in rear crashes involving 1994+ model year vehicles. All second-row occupants were included, irrespective of restraint use and ejection status. The data were analyzed by group: children (0–14 years old) and adults (15+ years old). All available electronic files for seriously injured second-row occupants in the rear impacts were reviewed for mechanism of injury. The rate of serious injury (MAIS 3 + F) for second-row occupants was 0.93% ± 0.36% in rear crashes; it was 0.76% ± 0.39% for children and 1.22% ± 0.40% for adults. There were 2.8 AIS 3+ injuries per seriously to fatally injured occupant on average. Most serious injuries occurred to the head in children and to the head and chest in adults. Restraint use was only 31.3% for all seriously injured second-row occupants in the rear impacts. It was 45.1% for children and 17.8% for adults. The overall rate of serious injury in rear impacts was 10.0 times higher when unrestrained than restrained overall; it was 5.6 times higher for children and 20.2 times higher in adults. The case review indicated that many young children were improperly restrained or placed in the incorrect child seat. More than 17% of second-row adults were ejected; all were unrestrained. The primary mechanism for child injury was related to intrusion (86.0%). About 14% was not related to intrusion; 12.3% involved the front seat rotating rearward into the child. The primary mechanisms for adult injury differed from those for children; 68.0% was related to intrusion, 21.6% was not related to intrusion, and 10.4% involved ground impact with ejection. Of the non-intrusion-related cases, 19.1% involved acceleration forces injuring the adult and 2.5% involved the front seat rotating rearward. The primary mechanism for serious injury to second-row occupants in rear crashes was intrusion either by direct force, compression into front components, or acceleration into forward components. The front seat moving rearward was an infrequent cause for injury. [ABSTRACT FROM AUTHOR]

Objective: The objective of this study was to determine the physical characteristics of fatal drivers in motor vehicle crashes with focus on rear impacts. Methods: 1998 to 2020 FARS data was analyzed for height, weight, and age of fatal drivers. The data was queried by gender, crash type and vehicle type. Results: The average fatal driver weighed 80.4 kg, was 173.4 cm tall, and was 43 years old. Females were 16.0 kg lighter and 14.2 cm shorter than males on average. The height was 151.2 cm for the 5th percentile female, 177.0 cm for the 50th male and 188.9 cm for the 95th male. The weight of fatal drivers increased linearly with calendar year. The increase rate was greater in females than in males. About 3% of fatal drivers were involved in rear crashes, 39.9% in frontal crashes and 36.8% in rollovers. The average fatal driver was 172.5 cm tall and weighed 81.0 kg in rear impacts. They were similar in height and weight to the overall sample. The average fatal driver in rear impacts was 46 years old, 3 years older than the overall average. Pickup truck drivers weighed 85.4 kg and were 176.8 cm tall on average. They were heavier and taller than passenger car drivers on average, which were 78.0 kg and 172.2 cm. Fatally injured minivan drivers were 10 years older than fatally injured passenger car drivers on average. The findings are compared with ATDs (anthropometric test devices) used in sled and crash testing. Conclusion: The average weight of fatal drivers increased with calendar year. The average size of fatal drivers was similar by crash types. Fatal drivers were older in rear impacts. [ABSTRACT FROM AUTHOR]

Various methods have been used in the past 50 years to apply Quasi-static load to a seat in the rear direction and measure seat performance in rear impacts. This study compared five of the most-common test procedures to evaluate seats. In addition, occupant mass and center of gravity are discussed as important characteristics of rear loading of seats. Data was collected and analyzed from five different seat pull tests, including FMVSS 207, modified FMVSS 207, QST, body block and FRED II. Test data included peak force, moment and angle at peak moment. Occupant loading height of was determined using body segment weights and position in the forward (x) and vertical (z) directions based on anthropometry data. Some of the inherent differences in the tests are shown by comparing data with the same seat structure. The QST and FRED II use a lower height of loading than FMVSS 207. The QST and FRED II peak moment and force did not coincide with the same seatback angle as in FMVSS 207 and body block testing. Center of gravity height varies depending on whether the whole body or only the upper torso is considered. For the 50th male, it is 171.5 mm (6.8") with the whole body and 246.7 mm (9.7") with the upper torso. Results from different tests cannot be readily compared because of different loading conditions, including body shape and height of load about the H-point, which can cause the seat structure to respond differently. [ABSTRACT FROM AUTHOR]

Background. Hematologic improvement (HI) occurs in some patients with acquired anemias and transfusional iron overload receiving iron chelation therapy (ICT) but there is little information on transfusion status after stopping chelation. Case Report. A patient with low IPSS risk RARS-T evolved to myelofibrosis developed a regular red blood cell (RBC) transfusion requirement. There was no response to a six-month course of study medication or to erythropoietin for three months. At 27 months of transfusion dependence, she started deferasirox and within 6 weeks became RBC transfusion independent, with the hemoglobin normalizing by 10 weeks of chelation. After 12 months of chelation, deferasirox was stopped; she remains RBC transfusion independent with a normal hemoglobin 17 months later. We report the patient’s course in detail and review the literature on HI with chelation. Discussion. There are reports of transfusion independence with ICT, but that transfusion independence may be sustained long term after stopping chelation deserves emphasis. This observation suggests that reduction of iron overload may have a lasting favorable effect on bone marrow failure in at least some patients with acquired anemias.

This study determined the risk for fetal death and maternal injury in the same sample of motor-vehicle crashes. The frequency and risk of serious injury (MAIS 3 + F) were also assessed by sex, pregnancy, seating position and crash type. The 2008–2015 NASS-CDS and 2017–2020 CISS are representative samples that were analyzed for the risk of fetal death and the risk of maternal injury grouped by MAIS 0–2, MAIS 3 + F and death (F) in 2000+ model year (MY) light vehicles. All electronic cases involving fetal mortality were reviewed for mechanism of injury. Separately, the 2000–2015 NASS-CDS and 2017–2020 CISS data was analyzed for the risk of serious injury for male, female and pregnant female occupants by seating position and crash type in 2000+ MY light vehicles. All calculations are made with weighted data. The significance of differences in risk was determined by the Rao-Scott chi-square test in SAS and z-test for differences in proportions. There were 2,467 ± 1,407 fetal deaths in light vehicle crashes from 2008–2015 and 2016–2020 with an annual occurrence of 206/yr. The risk for fetal death was 1.25% ± 0.74% of exposed pregnant females. There were 127 ± 67 deaths of pregnant females, or 11/yr in the same sample. The fatality risk was 0.065% ± 0.035%. The difference in proportions was statistically significant (z = 46.1, p < 0.0001). Fetal deaths occurred 19.4-times more often than deaths of pregnant females. In 82.9% of the crashes with a fetal death, the pregnant female was not seriously injured (MAIS 3 + F). The most common mechanism of fetal death was a minor crash, in 80.1% of the weighted cases based on review of photos of the case vehicle and observing very minor structural damage to the vehicle. The minor crash involved either yaw of the occupant compartment with side loading of the pregnant female or her displacement into the restraint system and side interior in 71.7% of the crashes. A severe crash with intrusion at the seating position of the pregnant female occurred in only 11.5% of cases. It usually caused serious injury to the pregnant female and fetal death. Fetal deaths occurred 19.4-times more often than deaths of pregnant females in a 12-year sample of motor-vehicle crashes. The most common mechanism was a minor crash that resulted in a fetal death without serious injury to the pregnant female and involved side or oblique loading of the pregnant female. [ABSTRACT FROM AUTHOR]